Planing boat



y 1936- G. G. EDDY ET AL 2,039,535

PLANING BoA'T Filed May 25, 1955 2 Sheets-Sheet 1 Gear e G. Edd

24nd y g riapw iu Man Paw INVENTORS I OR EYS.

May 5, 1936 G. G. EDDY ET AL PLANING BOAT Filed May 23, 1935 2Sheets-Sheet 2 m m P in RV A 0 r m C INVENTORS Y A 1%,Q3Zqr ATTO NEYSPatented May 5, 1936 UNITED STATES PLANING BOAT George G. Eddy,Manistee, and Charles Douglas Van Patten, Flint, Mich.; said Van Pattenassignor to said Eddy Application May 23,

21 Claims.

This invention relates to boats and seaplane pontoons of the type havinga planing or hydrodynamic lifting reaction in the water when at speed,the principal object being the provision of a new and novel type ofplaning or lifting surfaces for boats of such types which include whatare commonly known as V bottom boats and hydroplanes.

An object of the invention is to provide a novel form of planing orlifting surfaces for a boat of the type described by the use of whichthe area of wetted surface is considerably reduced, as compared toconventional constructions, during movement of the boat over and throughthe water.

Another object is the provision of a planing surface or surfaces for aboat of the class described by the use of which the entrance wave isprevented from coming in contact with the greater portion of thosesurfaces which it is not actually reacting against to produce lift.

Another object is to provide a planing surface construction for boatsand the like so constructed as to utilize whatever hydrodynamic liftingeffort is required, and no more.

Another object is to provide a planing surface or surfaces for a boatwhich will so condition the water over and through which the boat passesas to reduce the surface frictional resistance of the boat to forwardmovement.

Another object is to provide a planing surface or surfaces by the use ofwhich the water disturbance or wave-making resistance is considerablyreduced, as compared to conventional constructions, during movement ofthe boat over and through the water.

Another object is to provide a planing surface or surfaces for a boat inwhich the tendency to compress the water against the planing surfaces orany part contiguous thereto during its movement outwardly from the keelis largely eliminated.

Another object is the provision of a planing surface or surfaces the useof which largely eliminates the adhesion of water to the bottom of theboat and the consequent abnormal raising of the entrance wave, therebypermitting the use of more efficient and more. seaworthy shapes than arepossible in conventional constructions.

Another object is to provide a planing surface or surfaces soconstructed as to considerably reduce the air resistance of the boat toforward movement by permitting a part of the air that would normally beforced aside to pass under the boat.

1935, Serial No. 22,976

Another object is to provide a novel form of planing surfaces for ahydroplane of the stepped type so constructed as to greatly reduce thedisadvantages present in conventional constructions due to the formationof a low pressure region immediately back of such step or steps.

Another object is to provide a planing surface or surfaces for a boat ofthe class described having special provision for reducing the area incontact with the water in accordance with the weight and speed of theboat without impairing the lateral stability of the boat either inturning or moving in a straight line.

Another object is the provision of a boat planing surface or surfaces soconstructed as to materially increase the directional stability overthat obtained with conventional constructions.

Another object is to provide a planing surface or surfaces for a boat ofthe class described by the use of which the longitudinal stability isincreased, as compared with conventional constructions, Withoutincreasing the area of Wetted surface over that required for mostefficient planing of the boat.

Another object is to provide a planing surface or surfaces for a boat ofthe class described so constructed as to convey air to those regions ofthe bottom normally in contact with the water, and such that the waterin having a relative lateral flow with respect to such surface orsurfaces will draw such air with it and will causev it to be intimatelymixed therewith during movement of the boat over and through the water.

Another object is the provision of a boat of the class described inwhich a series of diagonally, upwardly and rearwardly extending steppedor jogged surfaces are provided in the bottom thereof.

Another object is the provision of a boat of the class described havinga planing surface or surfaces of the above described type in which thediagonally extending steps or jogs on opposite sides of the keel extendin converging angles towards the stern of the boat.

Another object is vto provide a boat of the class described having aplaning surface or surfaces of the above described type in which eachdiagonally extending jog is no greater in depth than a distance equal totwenty per cent of the width of the wider proximate planing surface.

Another object is the provision of a boat of the class described havinga planing surface or surfaces formed of a plurality of relatively narrowplaning surfaces extending diagonally of the hull, each of the latterplaning surfaces being it Y . of the above described type so formed asto have the diagonal jogs varying in depth from zero at either or bothends to the maximum at their central portions.

Another object is to provide a boat of the class described having aplaning surface or surfaces of the. above described type so formed as tohave the jogs approximately at right angles to the relative flow ofwater under all portions of the V wetted area of the bottom.

The above being among the objects of the present invention, the sameconsists in certain novel features of construction and combinations ofparts to be hereinafter described with reference to the accompanyingdrawings, and then claimed, having the above and other objects in view.

In the accompanying drawings which illustrate suitable embodiments ofthe present invention and' in which like numerals refer to like partsthroughout the several different views:

Figure 1 is a side elevational View of a planing or semi-planing type ofboat, commonly known asa V bottom boat. in which a suitable embodimentof the present invention-is incorporated.

Fig. 2 is a bottom view of the boat shown in Fig. 3 is an enlargedtransverse sectional view of the boat shown in Figs. 1 and 2, taken onthe line 3-3 of Fig. 2.

' Fig. 4 is an enlarged transverse sectional view of the boat shown inthe previous figures taken on the line 4- -4 of Fig.2. q r

Fig. 5 is a side elevational view of a boat of the single stephydroplanetype embodying the present invention.

Fig. 6 is a bottom view of the boat shown in Fig. 5,

Fig. T is an enlarged transverse sectional view ofthe boat shown in theprevious two figures taken on the line '1-'I of Fig. 6.

Fig. 8 is an enlarged transverse sectional view of the boat shown in theprevious three figures taken on the line 8-8 of Fig. 6.

Ideally, a boathaving a bottomconsisting of one or more flat or nearlyfiat planing or lifting surfaces, when propelled at speed on the water,would move over the surface of the water rather than through it. Due,however, to the facts that water is a fluid, that the boat has mass orweight, that surface friction occurs between the wetted surface of theboat and the water, and that therefore there is a tendency to displacewater, ideal planing never actuallyv occurs. The proximity to whichideal planing is approached is dependent upon the relationship whichexists between the mass of the boat. the speed; and the hydrodynamicreaction characteristics of the planing surface or surfaces of the boat.

It is also true in practically all constructions that an entrance waveis created at the line or point where the entering edge first impingesupon the water. This wave is deflected by the force of forward movementof the boat hull in a generally outward, upward and rearward directionin relation to the hull. This wave, therefore, comes in contact with theplaning surface or surfaces and in conventional constructions remains incontinuous contact with the planing surface to the outer edges of thesame. For purposes of analysis, the'lift or planing effort created bythe entrance wave can be considered as an adjunct to that created bycertain of the other hydrodynamic reaction phenomena related to theplaning surface or surfaces and the forward movement of the boat. It isour theory that this wave factor is of great importance in the action ofplaning boat surfaces on and in the water, because the outward, upwardand rearward movement of the water contained therein not only produceslift, which is a planing aid, but also because it produces increasedwetted area due to its adhesion to the planing surfaces and conse'quently increased resistance to forward movement.

Among the principal objects of the present invention are the eliminationof the greater part of that portion of the wetted area due to theadhesion and the consequent abnormal raising of the entrance wave,increase of the effective lifting or planing effort created by theentrance wave, and substantial reduction of that portion of theremaining wetted area not producing an effective planing or liftingeffort. In other words, one theory of our invention is to so form theplaning surfaces as to utilize whatever hydrodynamic lifting eifort isrequired to maintain the boat at the most efiicientpoint of planing, andno more, and to eliminate as far as possible any contact of the hullwith the water not directly utilized for lifting purposes.

Specifically, the manner in which we have accomplished this result is toform each major lift.- ing or planing surface of a multiplicity ofsmaller planing surfaces terminating at their forward and outer ends atthe bilge and at their rearward ends at the keel, and whose greatestdimensions lie in diagonal directions with respect to the length of theboat and in complementary converging relationship toward the stern onopposite sides of the boat, each of the latter planing surfaces beingvertically displaced from the adjoin-' ing ones in an upward directionlaterally from the keel and longitudinally from the bow, thereby formingajog between each of the latter surfaces. To achieve such a constructionin lightly built boats it will often be most practical to taper thedepth of the diagonal jogs from the maximum at their central portions tozero at either or both ends thereby eliminating the necessity fornotches in either the keel or the bilge frame members where such membersmay be too light for such notches.

The action of such a construction in the water is considerably differentfrom that of constructions heretofore proposed. Upon impinging at thekeel or entering edge and being deflected in a relatively outward,upward and rearward direc-' tion, the water, by its own inertia, isfreed of contact with the planing surface of the boat at the point orpoints where these jogs occur, which greatly reduces the area of wettedsurface and therefore the resistance of the boat to forward movement.

With such construction at certain speeds and on certain portions of thebottom the deflected water will leave the jog and flow relativelyoutwardly and rearwardly again coming in contact with the next laterallyoutward or longitudinally rearward planing surface and, leaving thislatter planing surface, flow outwardly and rearwardly again coming incontact with the next outward or rearward planing surface, this actioncontinu ing until the water has passed the outerextremities of the boator byits own inertia takes a course not in contiguity with the surfaceof the boat.

In the ordinary type of stepped hydroplane construction asconventionally practiced, the forward motion of the boat creates aregion of reduced atmospheric pressure back of the step or steps and thetransom or stern. This low pres sure region, in attempting to relieveitself, draws both air and water into the space behind such step orsteps or stern, and tends to draw the surface water up into contact withthe bottom of the boat, thereby creating resistance to forward movementto a much greater degree than would occur were this low pressureeliminated. The present inven tion is of material advantage in thisrespect as the diagonal jogs in combination with the rearward movementof the water and air relative thereto as above explained induces aconsiderable amount of air that would ordinarily be forced aside to passunder the boat thereby relieving to a great extent the region of lowpressure that would ordinarily exist back of such step or step-s orstern.

Referring now to the drawings and particularly to Figs. 1 to 4inclusive, it will be noted that we have shown in these figures a boatof the planing or semi-planing type having a single major planing area,the particular type of boat shown being what is commonly known as a Vbottom boat. In the usual construction of this type of boat the bottomportions of the bow sections are usually arranged in V formation andgenerally flatten out as they approach the stern section which isusually approximately flat or at least is a very flat .V. The boat shownin Figs. 1 to 4 inclusive is of this general type in that its lowersurfaces in the bow sections are arranged in generally V relation andthe stern sections are more nearly fiat. The boat shown includes sidesIt, deck l2, stern it, and bottom indicated generally as at I6. Asindicated in Figs. 3 and 4 the boat is preferably provided with a keelIt! or equivalent structure and ribs or frame members 29, 22 and 24 of asuitable nature. Each side of the bottom I6 on opposite sides of thekeel i8 is identical to the other side except reversed in position andboth sides are symmetrically arranged with respect to the keel and to avertical plane passing through the keel longitudinally thereof. Eachhalf of the bottom surface 55 on opposite sides of the keel i8 is formedof a plurality of smaller planing surfaces 28, 3 3d, 35, 38, 4!}, 42,44, 46, 48, so, 52, 54, each of which extends diagonally of the boat andis separated from the next adjacent planing surface by an upward jog 32,the vertical surfaces of such jogs facing rearwardly and intersectingthe keel l8 at their rearward ends.

In the drawings, in accordance with our preferred embodiment of thepresent invention, it will be noted that the diagonal jogs 32 intersectthe keel H3 at angles increasing successively toward the stern.

It is to be noted that the diagonal jogs 32 are of a material depth andwhich depth may, in actual practice, be equal to the thickness of thebottom planks which form the planing surfaces 28, 30, 34, 36, 38, 40,42, 44, 46, 38, 50, 52, and 54, and the utilisation of which bottomplanks thereby offers a simple and ready means for effecting the desiredresult. It has been found, however, that the maximum depth of the jogs32 should not be greater than twenty per cent of the width of thecorresponding planing surface measured in a direction perpendicular tothe length of the jogs,

and that where such jogs vary in depth as illustrated in thedrawingsfrom zero at their ends to a maximum depth at or near theirmid-point of length, the distance from the point of maximum depth to'thepoints where they fade out should not exceed one hundred times themaximum-depth of the jogs for best operating conditions.

From the operation of the above described boat and referringparticularly to Fig. 2, let it be assumed that with the boat at speedthe water will first impinge upon the boat at a point on the keel suchas X. The impingement of the water onthe boat at this point'will causewhat is commonly known as an entrance wave :to be created and whichentrance wave will be deflected and have a relative flow along linessuch-as A, B, and C rearwardly, outwardly and upwardly with respect tothe bottom of the boat. In conventional constructions this entrancewave, which necessarily spreads as it moves relatively rearwardly,outwardly and upwardly, will remain in contact with the bottom of theboat for the full width of the wave and for the full distance from thekeel to the outer edge of the bilge, even when such edge is well abovethe normal surface of the water over and through which the boat ispassing. The reason for this occurrence in conventional constructions isthat the bottom of the boat is a smooth unbroken surface and theadhesion of water to such a surface .carries the water on up the bottomuntil it is'finally freed at the outer edge of the bilge.

Now in accordance with the present invention when incorporated in a boatof the type shown in Figs. 1 to 4 inclusive, when the boat attains itsspeed the bow section will tend to lift vand the boat will tend to havea planing action on the water. Accordingly, due to the fact'that thewater has an upward, outward and rearward movement relative to thebottom of the boat, there will be a reaction between the bottom of theboat and the water such as is illustrated on the left hand side of Fig.3.

Referring to Fig. 3 it will be noted that due to the outward, upward andrearward movement of the water relative to the bottom of the boat, andparticularly when the boat is at speed, the water in passing outwardly,upwardly and rearwardly over the rearward edge of the surface 23 willnot strike the surface 30 until it reaches a point thereon materiallyspaced from the diagonal jog 32 separating these two surfaces, andconsequently will leave a portion such as 55 of the area of surface 30free of contact with the water.

The size of the area 56 will depend upon the vertical dimension of thejog 32, the degree of V in the bottom of the boat, and the weight,breadth and speed of the boat.

This water having a relative outward, upward, and rearward flow withrespect to the bottom of the boat will then flow outwardly, upwardly andrearwardly over the surface 36 until it reaches the bilge 58 or the nextrearward jog 3i separating the surface 30 from the surface 46 at whichpoint it will break away from the surface 30 and will come in contactwith the surface 46 at a point thereon spaced from the jog 32 betweenthe surfaces 30 and 45 thus leaving another area similar to 56 free ofcontact with the water. This action will continue as the water flowsoutwardly, upwardly and rearwardly relative to the bottom of the boatuntil the water reaches the outer edge of the bottom or until the waterreaches such point or area of the bottom which, at the particularmoment, is located vabove the normal surface of the water over andthrough which the boat is moving. In Fig. 4 as a matter of illustrationof this last point, it is considered that the surfaces 34 and 36 arelocated above the level of the surface of the water in which case thewater, after it leaves the surface 38, because of the fact that it is nolonger under the direct displacing effect of the boat, will flowdirectly outwardly'and rearwardly without com ing in contact with thesurfaces 34 and 36 and consequently will not wet such surfaces or burdenthem with its resistance. Consequently, in the condition assumed in Fig.4, the only wetted portion of the bottom of the boat in the sectionwhich this figure represents will include only the surface 40 and a partof the surface 38, and the wetted area of the bottom of the boat willconsequently be materially reduced over the corresponding wetted area ofboats having bottoms of conventional construction.

It may here be noted that area 56 previously referred to which isnot incontact with the relatively moving water under the boat when the boat isat speed will continue to exist over the greater part of the length ofeach diagonal planing surface throughout the entire length of watercontact area ofthe boat bottom. The maintenance of such areas as 56 ismaterially aided in the particular construction illustrated due to thefact that the jogs 32 intersect the keel I8 at angles increasingsuccessively toward the stern I4 thereby maintaining the jogssubstantially at right angles to the relative flow of Water under thebottom of' the boat.

An important result of the construction provided by the presentinvention is that the jogs 32, which are open to the atmosphere at leastin the bow portion of the bottom of the boat, are constantly containingair over the greater part of their lengths when the boat is at speed,and the water in having a relative flow substantially at right angles tothe jogs 32 constantly picks up a part of such air in the form of smallbubbles which are intimately mixed with a boundary layer of water incontact with the boat bottom. Due to the fact that this boundary layerpasses over successive jogs 32 in flowing outwardly, 'upwardly' andrearwardly, larger and larger'amounts of air are picked up by the wateruntil it reaches an outer edge of the boat bottom or such point where itloses contact therewith. At the same time it will be apparent that theboundary layer of water which flows relatively under the stern I4 willhave a material amount of air mixed therewith.

The result of this action is that theboatmoves substantially over andthrough a layer of water containing air in bubble form which offers lessresistance than water of a normal consistency. It is our theory thatthis presence of an aerated layer of water for the boat to ride on isone of the reasons why a boat built in accordance with the presentinvention is capable of attaining a greater speed than when built inaccordance with conventional constructions, power and load being equal.

Referring now to another important result of the construction providedby the present invention, the elimination of the greater part of theburdening effects of water adhesion makes pos- V sible the use ofdistinctly convex shapes in the bottom portions of the bow sectionsresulting in easier riding and materially increased seaworthiness overthat obtained with boats having bottoms of conventional construction.

Referring now to Figs. 5 to 8 inclusive of the drawings, it will benoted that in these figures a planing or semi-planing type of boat isillustrated of the single step type, that is a, boat having a singletransverse step. The boat shown includes deck I00, sides I02, stern I04,and a bottom including two major planing surfaces indicated generally asat I06 and I 08 separated from each other by a transverse step I I0.Each of the major planing surfaces I06 and I08 closely follows thegeneral construction of the entire bottom I6 of the boat describedinconnection' with Figs. 1 to 4 inclusive. In other words the bowportion I06 is formed of a series of smaller planing surfaces I I2 toI36 inclusive symmetrically arranged in complementary relation onopposite sides of the keel I56 and extending diagonally of the boat,each I of such planing surfaces being separated from the next adjacentplaning surface by an upward jog I60, the vertical surfaces of such jogsfacing rearwardly and intersecting the keel I56 at their rearward ends.

Similarly the bottom portion I00 is formed of a V series of smallerplaning surfaces I38 to I54 inclusive symmetrically arranged incomplementary relation on opposite sides of the keel I56 and extendingdiagonally of the boat, each of such planing surfaces being separatedfrom the next adjacent planing surface by an upward jog I60, thevertical surfaces of such jogs facing rearwardly and intersecting thekeel I56 at their rearward ends.

In the drawings, in accordance with our preferred embodiment of thepresent invention, it will be noted that the diagonal jogs I60 intersectthe keel I56 atangles increasing successively toward the stern.

It is to be noted that the diagonal jogs I6 0 are of a material depthand which depth may, in actual practice, be equal to the thickness ofthe bottom planks which form the planing surfaces II2 to I54 inclusiveand the utilization of which.

bottom planks thereby offers a simple and ready means for effecting thedesired result.

In general the bottom of this boat in passing over and through the watereffects the same results as in the construction previously described inconnection with Figs. 1 to 4, inclusive, in that the water has arelative flow rearwardly, upwardly and outwardly with respect to thekeel, and

because of this relative movement it loses contact with the bottom ofthe boat at each diagonal jog I60, thus producing an area free ofcontact with the water similar to 56 as illustrated in Fig. 3.

Likewise the jogs I60 which are open to the atmosphere, at least attheir outer ends, are constantly containing air over the greater part oftheir lengths when the boat is at speed, and the water in having arelative flow substantially at right angles to the jogs I60 constantlypicks up a part of such air in the form of small bubbles which are mixedwith a boundary layer of water to provide an aerated blanket of waterfor the boat to ride on.

In this type of boat as previously mentioned, the reaction of the boatwith the water when at speed tends to create a region of reducedatmospheric pressure immediately to the rear of the transverse step H0,and this reduced pressure in attempting to relieve itself tends to forcethe water up into contact with the rearward bottom por-,

tion I00 at a point much closer to the transverse step I I0 than wouldotherwise be the case, the result of such tendency when unchecked beingto increase the water adhesion effect and the wetted area of the boatbottom and correspondingly decrease its speed. Where the bottom of theboat is constructed in accordance with the present invention sufiicientof the air induced in the diagonal jogs I6!) is carried rearwardly alongthe bottom portion 36 to the region back of the transverse step I ll! tolargely eliminate the low atmospheric pressure at this point, therebygreatly reducing the detrimental effects which would otherwise exist inconsiderable degree.

Although but two specific examples of the present invention have beenshown in connection with the drawings, it will be apparent that theteachings herein will be sufficient to permit one skilled in the art toadapt the inventive thought to like devices of different types ofconstruction, and accordingly it is to be understood that formal changesmay be made in the specific embodiments of the invention describedwithout departing from the spirit or substance of the broad invention,the scope of which is commensurate with the appended claims.

We claim:

1. A boat of the planing or semi-planing type having substantially theentire bottom surface thereof comprised of a plurality of diagonallyextending distinct planing surfaces arranged in complementary relationon opposite sides of the keel of said boat, each of said planingsurfaces being substantially flat in transverse section, each of saidplaning surfaces terminating at its forward end at the bilge of saidboat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog, the vertical surfaces of said jogs facingrearwardly, and the distance of the point of junction of each said jogwith the keel from the point of junction of said each said jog with thebilge, measured in a direction parallel to the keel of the boat,increasing in the direction of from the stern toward the bow over thegreater portion of the length of the boat.

2. A boat of the planing or semi-planing type having substantially theentire bottom surface thereof comprised of a plurality of diagonallyextending distinct planing surfaces arranged in complementary relationon opposite sides of the keel of said boat, each of said planingsurfaces being substantially flat in transverse section, each of saidplaning surfaces terminating at its forward end at the bilge of saidboat and at its rearward end at said keel, each of said planing surfacesbeing separated from the next adjacent planing surface by a relativelysharp jog, the vertical surfaces of said jogs facing rearwardly, and thedistance of the point of junction of each said jog with the keel fromthe point of junction of said each said jog with the bilge, measured ina direction parallel to the keel of the boat, increasing in thedirection of from the stern toward the bow over the greater portion ofthe length of the boat.

3. A boat of the planing or semi-planing type having substantially theentire bottom surface thereof comprised of a plurality of diagonallyextending distinct planing surfaces arranged in complementary relationon opposite sides of the keel of said boat, each of said planingsurfaces being substantially fiat in transverse section, each of saidplaning surfaces terminating at its forward end at the bilge of saidboat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog not greater in depth than a distance equal totwenty percent of the width of said planing surface, the

Vertical surfaces of said jogs facing rearwardly,

increasing in the direction of from the stern toward the bow over thegreater portion of the length of the boat.

4. A boat of the planing or semi-planing type having substantially allof that portion of the bot:- tom thereof adapted for continuous contactwith the water when at speed comprised of a multiplicity of diagonallyextending separate planing surfaces extending continuously in adirection opposed to the keel of said boat and toward the bow of saidboat from the said keel, each of said planing surfaces having acomplementary planing surface on the opposite side of said keel, each ofsaidplaning surfaces being substantially flat in transverse section andseparated from the next adjacent planing surface by a relatively sharpjog not greater in depth than a distance equal to twenty percent of thewidth of said planing surface, the vertical surfaces of said jogs facingrearwardly, and the distance of the point of junction of each said jogwith the keel from the point of junction of said each said jog with thebilge, measured in a direction parallel to the keel of the boat,increasing in the direction of from the stern toward the bow over thegreater portion of the length of the boat.

5. A boat of the planing or semi-planing typehaving substantially all ofthat portion of the bottom thereof adapted for continuous contact withthe water when at speed formed of a plurality of diagonally extendingplanks intersecting the keel of said boat, each plank on each side ofsaid keel within the major width of said boat overlapping the nextadjacent plank toward said keel and toward the bow of said boat andbeing overlapped by the next adjacent plank away from said keel and fromsaid bow whereby to form a sharp approximately vertical jog upwardly atthe outer edge of each of said planks, and the distance of the point ofjunction of each said jog with the keel from the point of junction ofsaid each said jog with the bilge, measured in a direction parallel tothe keel of the boat, increasing in the direction of from the sterntoward the bow over the greater portion of the length of the boat.

6. A boat of the planing or semi-planing type having substantially theentire bottom surface thereof comprised of a plurality of diagonallyextending distinct planing surfaces arranged in complementary relationon opposite sides of the keel of said boat, each of said planingsurfaces being substantially flat in transverse section, each of saidplaning surfaces terminating at its. forward end at the bilge of saidboat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog decreasing in depth to zero at its rearwardtermination from a point removed on its length therefrom by a distanceequal to not more than one hundred times its greatest depth, thevertical surfaces of said jogs facing rearwardly, and the distance ofthe point of junction of each said jog with the keel from the point ofjunction of said each said jog with the bilge, measured in a directionparallel to the keel of theboat, increasing in the direction of from thestern toward the bow over the greater portion of the length of the boat.

" keel of said boat, each of said planing surfaces being substantiallyfiat in transverse section, each 7 of said planing surfaces terminatingat its forward end at the bilge of said boat and at its rearward end atthe said keel, each of said planing surfaces being separated from thenext adjacent planing surface by a relatively sharp jog not greater inmaximum depth than a distance equal to twenty percent of the width ofsaid planingsurface, each of said jogs decreasing in depth to zero atitsrearward termination from a point removed on its lengththerefrom by adistance equal to not more than one hundred times its greatest depth,the vertical surfaces of said jogs facing rearwardly, and the distanceof the point of junction of each said jog with the keel from the pointof junction of said each said jog with the bilge, measured in adirection parallel to the keel of the boat, increasing in the directionof from the stern toward the bow over the greater portion of the lengthof the boat.

8. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactWith'the water when at' speed comprised of a pluralityofdiagonallyextending distinct planing surfaces arranged in complementaryrelation on opposite sides of the keel of said boat, each of saidplaning surfaces being substantially flat in transverse section, each ofsaid planing surfaces terminating at its forward end at the bilge ofsaid boat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog decreasing in depth to zero at its forwardtermination from a point removed on 'of each said jog with the keel fromthe point of junction of said each said -jog with the bilge, measured ina direction parallel to the keel of the boat, increasing in thedirection of from the stern toward the bow over the greaterportion ofthe "length of the boat.

9. A boat of theplaning or semi-planing type having substantially all ofthat portion of the bottom thereof adapted for continuous contact withthe water when at speed comprised of a plurality of diagonally extendingdistinct planing surfaces arranged in complementary relation on oppositesides of the keel of said boat, each of said planing surfaces beingsubstantially fiat in transverse section, 'each of said planing surfacesterminating at its forward end at the bilge of said boat and at itsrearward end at the said keel, each of said planing surfaces beingseparated from the next adjacent planing surface by a relatively sharpjog not greater in maximum depth than a distance equal to twenty percentof the width of said planing surface, each of said jogs decreasing indepth to zero at its forward ter mination from a point removed on itslength therefrom by a distance equal to not more than one hundred timesits greatest depth, the vertical surfaces of said jogs facingrearwardly, and the distance of the point of junction of each said jogplaning surfaces being substantially flat in transverse section, each ofsaid planing surfaces terminating at its forward end at the bilge ofsaid boat and at its rearward end at the said keel, 7

each of said planing surfaces being separated from the next adjacentplaning surface by a relatively sharp jog, each of said jogs varying indepth from zero at its ends to the maximum at its central portion, thevertical surfaces of said jogs facing rearwardly, and the distance ofthe point of junction of each said jog with the keel from the point ofjunction of said each said jog with the bilge, measured in a directionparallel to' the keel of the boat, increasing in the direction of fromthe stern toward the bow over the greater portion of the length of theboat.

11. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed comprised of a plurality of diagonallyextending distinct planing surfaces arranged in complementary relationon opposite sides of the keel of said boat, each of said planingsurfaces being substantially flat in transverse section, each of saidplaning surfaces terminating at its forward end at the bilge of saidboat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog not greater in maximum depth than a distance equalto twenty percent of the width of said planing surface, each ofsaid'jogs varying in depth'from zero at its'ends to the maximum at itscentral portion, the vertical surfaces of said jogs facing rearwardly,and the distance of the point of junction of each said jog with the keelfrom the point of junction of said each said jog with the bilge,measured in a direction parallel to the keel of the boat, increasing inthe direction of from the stern toward the bow over the greater portionof the length of the boat.

12. A boat of the planing or semi-planing type of a plurality ofdiagonally extending distinct.

lation on opposite sides of the keel of said boat, each of said planingsurfaces being substantially fiat in transverse section, each of saidplaning surfacesterminating at its forward end at the bilge of said boatand at its rearward end at the said keel, each of said planing surfacesbeing sep-' planing surfaces arranged in complementary re- Q arated.from the next adjacent planing surface by a relatively sharp jog, thevertical surfaces of said jogs facing rearwardly, and the distance ofthe point of junction of each jog in at least one of said planing areaswith the keel from the point of junction of said each said jog with thebilge, measured in a direction parallel to the keel of the boat,increasing in the direction of from the stern toward the bow, over thegreater portion of the length of the corresponding planing area.

13. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending distinct planing surfacesarranged in complementary relation on opposite sides of the keel of saidboat, each of said planing surfaces being substantially flat intransverse section, each of said planing surfaces terminating at itsforward end at the bilge of said boat and at its rearward end at thesaid keel, each of said planing surfaces being separated from the nextadjacent planing surface by a relatively sharp jog not greater inmaximum depth than a distance equal to twenty percent of the width ofsaid planing surface, the vertical surfaces of said jogs facingrearwardly, and the distance. of the point of junction of each jog in atleast one of said planing areas with the keel from the point of junctionof said each said jog with the bilge, measured in a direction parallelto the keel of the boat, increasing in the direction of from the sterntoward the bow, over the greater portion of the length of thecorresponding planing area.

14. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plu rality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending separate planing surfacesextending continuously in a direction opposed to the keel of said boatand towar'd'the bow of said boat from said keel, each of said planingsurfaces having a complementary planing surface on the opposite side ofsaid keel, each of said planing surfaces being substantially fiat intransverse section and separated from the next adjacent planing surfaceby a relatively sharp jog not greater in maximum depth than a distanceequal to twenty percent of the width of said planing surface, thevertical surfaces of said jogs facing rearwardly, and the distance ofthe point of junction of each jog in at least one of said planing areaswith the keel from the point of junction of said each said jog with thebilge, measured in a direction parallel to the keel of the boat,increasing in the direction of from the stern toward the bow, over thegreater portion of the length of the corresponding planing area.

15. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending planks intersecting the keelof said boat, each plank on each side of said keel within the majorwidth of each of said major planing areas overlapping the next adjacentplank toward said keel and toward the bow of said boat and beingoverlapped by the next adjacent plank away from said keel and said bowwhereby to form a relatively sharp approximately vertical jog upwardlyat the outer edge of each of said planks, and a distance of the point ofjunction of each jog in at least one of said planing areas with the keelfrom the point of junction of said each said jog with the bilge,measured in a direction parallel to the keel of the boat, increasing inthe direction of from the stern toward the bow, over the greater portionof the length of the corresponding planing area.

16. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally distinct planing surfaces arranged incomplementary relation on opposite sides of the keel of said boat, eachof said planing surfaces being substantially fiat in transverse section,each of said planing surfaces termi- 17. A boat of the planing orsemi-planing type having substantially all of that portion of the bottomthereof adapted for continuous contact with the water when at speedformed of a plurality of longitudinally separate major planing areas,each of said major planing areas comprised of a multiplicity ofdiagonally extending distinct pianing surfaces arranged in complementaryrelation on opposite sides of the keel of said boat, each of saidplaning surfaces beingsubstantially flat in transverse section, each ofsaid planing surfaces terminating at its forward end at the bilge ofsaid boat and at its rearward end at the said keel, each of said planingsurfaces being separated from the next adjacent planing surface by arelatively sharp jog not greater in maximum depth than a distance equalto twenty percent of the width of said planing surface, each of saidjogs decreasing in depth to zero at its rearward termination from apoint removed on its length therefrom by a distance equal to not morethan one hundred times its maximum depth, the vertical surfaces of saidjogs facing rearwardly and intersecting said keel at angles increasingsuccessively toward the rearward end of the corresponding major planingarea.

18. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending distinct planing surfacesarranged in complementary relation on opposite sides of the keel of saidboat, each of said planing surfaces being substantially flat intransverse section, each of said planing surfaces terminating at itsforward end at the bilge of said boat and at its rearward end at thesaid keel, each of said planing surfaces being separated from the nextadjacent planing surface by a relatively sharp jog decreasing in depthto zero at its forward termination from a point removed on its lengththerefrom by a distance equal to not more than one hundred times itsmaximum depth, the vertical surfaces of said jogs facing rearwardly andintersecting said keel at angles increasing successively toward therear- V ward end of the corresponding major planing area. a

19. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending distinct planing surfacesarranged in complementary relation on opposite sides of the keel of saidboat, each of said planing surfaces being substantially flat intransverse section, each of said planing surfaces terminating at itsforward end at the bilge of said boat and at its rearward end at thesaid keel, each of said planing surfaces being separated from the nextadjacent planing surface by a relatively sharp jog not greater inmaximum depth than a d'stance equal to twenty percent of the Width ofsaid planing surface, each of said jogs decreasing in depth to zero atits forward termination from a point removed on its length therefrom bya distance equal to not more than one hundred timesits maximum depth,the vertical surfaces of said jogs facing rearwardly and intersectingsaid keel at angles increasing successively toward the rearward end ofthe correspondingmajor planing area.

20. A boat of the planing or semi-planing type having substantially allof that portion of the bottom thereof adapted for continuous contactwith the water when ,at speed formed of a plurality of longitudinallyseparate major planing areas, each of said major planing areas comprisedof a multiplicity of diagonally extending distinct planing surfacesarranged in complementary re-' lation on opposite sides of the keel ofsaid boat, each of said planing surfaces being substantially fiat intransverse section, each of said planing surfaces terminating at itsforward end at the bilge of said boat and at its rearward end at thesaid keel, each of said planing surfaces being separated fromthe nextadjacent planing surface by a relatively sharp jog, each of said jogsvarying in depth from zero at its ends to the maximum at its centralportion, the vertical surfaces of said jogs facing rearwardly andintersecting said. keel at angles increasing successively toward therearward end of the corresponding major planing area.

21. A boat of the planing or semi-planing type having'substantially allof that portion of thebottom thereof adapted for continuous contact withthe water when at speed formed of a plurality of longitudinally separatemajor planing areas, each of said major planing areas comprised of amultiplicity of diagonally extending distinct planing surfaces arrangedin complementary relation on opposite sides of the keel of said boat,each of said planing surfaces being substantially flat in transversesection, each of said planing surfaces terminating at its forwardiend atthe bilge of said boat and at its rearward end at the said keel, each ofsaid planing surfaces being separated from the next adjacent planingsurface by a relatively sharp jog not greater in maximum depth than adistance equal to twenty percent of the width of said planing surface,each of said jogs varying in depth from zero at its ends to the maximumat its central portion, the vertical surfaces of said jogs facingrearwardly and intersecting said keel at angles increasing successivelytoward the rearward end of the corresponding major planing area.

GEORGE G. EDDY.

CHARLES DOUGLAS VAN PA'I'I'EN.

